An electric axle drive utilizes an electric motor to propel both half-shafts via final drive gearing and a differential. Torque vectoring gearing alters the torque distribution by transmitting power from one of the half shafts to the motor or from the motor to the half-shaft in response to engagement of brakes. Both the final drive gearing and the torque vectoring gearing are implemented using stepped planetary gear sets. The final drive gearing and differential are located on one end of the electric motor. The torque vectoring gearing is located on the opposite end of the electric motor.

A drive system for a motor vehicle includes a torque vectoring unit and a differential. The torque vectoring unit has an electrical machine for producing a torque. The differential has a common planet carrier, a first sun gear, a second sun gear, a first planetary gear set and a second planetary gear set. The first planetary gear set is rotatably mounted on the common planet carrier and in meshing engagement with the first sun gear. The second planetary gear set is rotatably mounted on the common planet carrier, in meshing engagement with the second sun gear and the first planetary gear set, connected to the torque vectoring unit, and arranged to redistribute the torque between the first sun gear and the second sun gear.

The torque vectoring device includes a torque vectoring motor, a first sun gear connected to the left drive wheel, a plurality of first planetary gears, a second sun gear, a plurality of second planetary gear formed integrally and coaxially with the first planetary gear, a common carrier to which the torque vectoring motor is connected and which pivotally supports the first and the second planetary gears, a differential ring gear to which the drive torque is inputted, a differential sun gear which is connected to the left drive wheel and a differential carrier which is connected to the second sun gear and at the same time connected to the right drive wheel.

Methods and systems are provided for operating a vehicle that includes a torque vectoring electric machine. In one example, torque output of a torque vectoring electric machine is adjusted to reduce driveline torque disturbances when the torque vectoring electric machine is activated. The torque output is adjusted in response to a speed difference between a wheel speed and a speed of the torque vectoring electric machine.

A final drive for a motor vehicle, with a first input shaft, a second input shaft, a first output shaft and a second output shaft, the first input shaft being permanently coupled to the first output shaft by a first crown gear drive and the second input shaft being permanently coupled to the second output shaft by a second crown gear drive. The first input shaft and the second input shaft are arranged coaxially with each other and the first output shaft and the second output shaft extend in opposite directions starting from the respective crown gear drives, an axial plane extending the rotational axes of the input shafts and encloses a plane perpendicular to the axis plane with the rotational axes of the output shafts.

Systems and methods are provided herein for controlling the speed on each wheel of a vehicle, possibly operating a vehicle in a speed control mode. In response to receiving input to engage speed control mode and receiving an accelerator pedal input, the system determines a target wheel speed based on the accelerator pedal input, monitors wheel speed of each of a plurality of wheels and determines, for each monitored wheel, a difference based on the monitored wheel speed and the target wheel speed. A torque is provided to each of the plurality of wheels based on the respective difference to achieve the target wheel speed.

A method for controlling driving force of a vehicle in which driving force of the vehicle is controlled by pre-reflecting vertical load information of tires in real time during turning of the vehicle, to solve repeated occurrence of wheel slip and wheel slip control performance degradation due to roll motion, includes determining, by a controller, a basic torque command in real time based on vehicle driving information obtained while driving of the vehicle, obtaining information related to left wheel and right wheel vertical loads in real time based on information collected by the vehicle, determining a torque upper limit from the real-time vertical load information, determining a final torque command limited so as not to exceed the determined torque upper limit from the real-time determined basic torque command, and controlling operation of a driving device in accordance with the determined final torque command.

A final drive for a motor vehicle, having a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is permanently coupled to the first output shaft by means of a first ring gear drive, and the second input shaft is permanently coupled to the second output shaft by means of a second ring gear drive. It is thus provided that the first input shaft and the second input shaft are arranged coaxially with one another and that the first output shaft and the second output shaft extend in opposite directions from the respective ring-gear drive, wherein an axial plane accommodates the rotational axes of the input shafts and a plane perpendicular to the axial plane forms an angle of at least 75 and at most 90.

A vehicle driveline system for a vehicle, said system comprising a differential (100) having a differential housing (106) connectable to an engine via a pinion (103), and two output shafts (111, 112) being connectable with respective wheel axles, and an electrical motor (180) being selectively connected to the differential housing (106). Said differential housing (106) extends into a hollow shaft (113) and the differential housing (106) comprises an outer gearing (104) configured to mesh with the pinion (103) and an inner gearing (107) being connected with the output shafts (111, 112). The vehicle driveline system further comprises a first reduction gearing (160) connected to the hollow shaft (113) and an actuator arrangement (190) arranged between the differential housing (106) and the first reduction gearing (160). The actuator arrangement is configured to selectively transfer torque in any of the following modes: i) a first drive mode in which the actuator arrangement (190) is configured to be actuated to allow for torque transfer from the electrical motor (180) to the differential housing (106) only via the hollow shaft (113). ii) a second drive mode in which the actuator arrangement (190) is configured to be actuated to allow for torque transfer from the electrical motor (180) to the hollow shaft (113) via the first reduction gearing (160).

A vehicle includes a pair of electric machines each coupled to a laterally-opposing wheel to output a wheel torque. The vehicle also includes a controller programmed to command a combined regenerative braking torque output of the electric machines based on a lesser of a braking torque limit of each individual electric machine. The controller is also programmed to command a regenerative braking torque from each electric machine to be within a predetermined torque threshold of each other in response to a yaw rate exceeding a yaw threshold.